JP2009057898A - Fuel injection control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel injection control device of an internal combustion engine capable of completing a correction with a fewer times of data acquisition, when correcting a fuel injection quantity of the internal combustion engine by learning. <P>SOLUTION: An addition average value of an injection quantity difference is determined every time when arithmetically operating the injection quantity difference, and its addition average value is compared with a threshold value α. When an absolute value of the specified number of addition average values is smaller than an absolute value of the threshold value α, its addition average value is set as the final injection quantity difference. Since the addition average value of the injection quantity difference is normally converged in response to an increase in the addition average number, the threshold value α is set in response to its convergence. Thus, when the injection quantity difference of an injector is large and the addition average value is not converged in a predetermined range divided by the threshold value α, since the absolute value of the addition average value exceeds the absolute value of the threshold value α in the few acquired data number, learning injection can be early corrected. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a fuel injection control device that corrects a fuel injection amount of an internal combustion engine by learning.

In order to improve the injection accuracy of the pilot injection amount in the internal combustion engine, the applicant performs a minute injection for learning (learning injection) in the deceleration state of the vehicle (the fuel injection amount is reduced), and the internal combustion An application was filed for an invention that detects and corrects an injection amount deviation from a change in the state of the engine (for example, an increase in the rotational speed) (Patent Document 1).
JP 2005-36788 A

  When the invention of Patent Document 1 is applied to the correction of the TQ-Q characteristic of the injector (the characteristic of the injection amount with respect to the energization pulse width), the learning injection is performed with the command injection pulse width TQ1 in order to inject the target injection amount Qtrg. Then, the actual injection amount Qreal is estimated from the engine state change at that time, and the corrected injection pulse width ΔTQ necessary for injecting the target injection amount Qtrg is calculated. Then, when the injector is energized with the injection pulse width TQ1 + ΔTQ corrected by the learning injection, the target injection amount Qtrg can be injected.

By the way, since there is an injection variation in the injector (the actual injection amount Qreal fluctuates every time it is injected even if it is the same injector), the influence of the variation is prevented as follows. .
(1) In order to determine Qreal actually injected at TQ1, it is finally determined by data acquisition (learning injection → detection of injection amount deviation) a plurality of times (for example, 10 times).
(2) Considering that the TQ-Q characteristics of the injector are non-linear and have individual variations, it is desirable that the learning injection be performed with an injection pulse width at which Qreal is near Qtrg. That is, ΔTQ can be obtained with higher accuracy as Qreal is closer to Qtrg.

Therefore, the learning injection is changed from TQ1 → TQ2 (= TQ1 + ΔTQ1) → TQ3 (= TQ2 + ΔTQ2) →. I try to decide. Whether to change the learning injection is determined by | Qtrg−Qreal |> α. α is a variation width (for example, 0.5 mm ³ / st) of the target injection amount accuracy.

  Conventionally, in consideration of the above (1), 10 points of data are collected to determine Qreal, and learning is changed by changing the learning injection in the determination of | Qtrg−Qreal |> α in (2) above. There has been a problem that several tens of times of data acquisition is required for completion (convergence of the correction amount ΔTQ), and the number of learning injections is increased until learning is completed.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a fuel injection device for an internal combustion engine that can complete the correction with a small number of data acquisition times when the fuel injection control of the internal combustion engine is corrected by learning. It is to provide.

  According to the first aspect of the present invention, since the distribution of the correction amount calculated by the learning injection is normally a normal distribution, when the addition average value of the correction amount is obtained every time the correction amount is calculated, the addition is performed. The average value converges toward the center of the normal distribution. Accordingly, it is possible to determine at an early stage whether or not the state is greatly deviated from the target injection amount accuracy by setting a threshold corresponding to the convergence of the addition average value of the correction amount as the addition average number increases. Therefore, the learning injection can be changed with a small amount of data acquisition.

According to the invention of claim 2, since the distribution width of the addition average value of the correction amount becomes smaller as the addition average number increases, the threshold value is appropriately set according to the convergence of the addition average value of the correction amount. be able to.
According to the invention of claim 3, since the addition average value of the correction amount can be regarded as a constant value when the addition average number is equal to or greater than a predetermined number, the threshold value has a characteristic that the addition average value of the correction amount converges. It can be set efficiently together.
According to the invention of claim 4, a great effect is exhibited when the present invention is applied to a diesel engine.

An embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 is an overall configuration diagram showing a fuel injection system of a diesel engine. The fuel injection system shown in FIG. 1 is applied to, for example, a four-cylinder diesel engine (corresponding to an internal combustion engine, hereinafter referred to as engine 1), and is pumped from a common rail 2 for storing high-pressure fuel and a fuel tank 3. A fuel supply pump 4 that pressurizes fuel to supply the common rail 2, an injector 5 that injects high-pressure fuel supplied from the common rail 2 into the cylinder (combustion chamber 1 a) of the engine 1, and electronic control that electronically controls the system. A unit (hereinafter referred to as ECU 6).

  The common rail 2 has a target rail pressure set by the ECU 6 and accumulates the high-pressure fuel supplied from the fuel supply pump 4 to the target rail pressure. The common rail 2 includes a pressure sensor 7 that detects the accumulated fuel pressure (hereinafter referred to as rail pressure) and outputs the pressure to the ECU 6, and a pressure limiter that limits the rail pressure so as not to exceed a preset upper limit value. 8 is attached.

  The fuel supply pump 4 is driven by the engine 1 and rotated by a cam shaft 9, the feed pump 10 that is driven by the cam shaft 9 to pump fuel from the fuel tank 3, and the inside of the cylinder 11 is synchronized with the rotation of the cam shaft 9. A reciprocating plunger 12 and an electromagnetic metering valve 14 for metering the amount of fuel drawn from the feed pump 10 into the pressurizing chamber 13 in the cylinder 11 are provided.

  In the fuel supply pump 4, when the plunger 12 moves in the cylinder 11 from the top dead center toward the bottom dead center, the fuel fed from the feed pump 10 is metered by the electromagnetic metering valve 14, and the suction valve 15 is pushed open and sucked into the pressurizing chamber 13. Thereafter, when the plunger 12 moves in the cylinder 11 from the bottom dead center to the top dead center, the fuel in the pressurizing chamber 13 is pressurized by the plunger 12, and the pressurized fuel passes through the discharge valve 16. Pushed open and pumped to the common rail 2.

The injector 5 is mounted for each cylinder of the engine 1 and is connected to the common rail 2 via a high-pressure pipe 17. The injector 5 includes an electromagnetic valve 5a that operates based on a command from the ECU 6, and a nozzle 5b that injects fuel when the electromagnetic valve 5a is energized.
The solenoid valve 5a opens and closes a low-pressure passage (not shown) that leads from the pressure chamber (not shown) to which the high-pressure fuel of the common rail 2 is applied to the low-pressure side. Shut off the low pressure passage.

  The nozzle 5b incorporates a needle (not shown) that opens and closes the nozzle hole, and the fuel pressure in the pressure chamber urges the needle in the valve closing direction (direction in which the nozzle hole is closed). Accordingly, when the low pressure passage is opened by energization of the electromagnetic valve 5a and the fuel pressure in the pressure chamber decreases, the needle rises in the nozzle 5b and opens (opens the nozzle hole), thereby being supplied from the common rail 2. High pressure fuel is injected from the nozzle hole. On the other hand, when the low pressure passage is blocked by stopping energization of the electromagnetic valve 5a and the fuel pressure in the pressure chamber rises, the needle descends in the nozzle 5b and closes, thereby terminating the injection.

  The ECU 6 detects a rotational speed sensor 18 that detects an engine rotational speed (a rotational speed per minute), an accelerator opening sensor (not shown) that detects an accelerator opening (engine load), and the rail pressure. A pressure sensor 7 or the like is connected, and based on sensor information detected by these sensors, the target rail pressure of the common rail 2 and the injection timing and injection amount suitable for the operating state of the engine 1 are calculated. Accordingly, the electromagnetic metering valve 14 of the fuel supply pump 4 and the electromagnetic valve 5a of the injector 5 are electronically controlled.

  In addition, in the injection amount control (control of injection timing and injection amount) by the ECU 6, a minimum amount of pilot injection may be performed prior to the main injection, but injection amount learning for the pilot injection is performed. The ECU 6 has functions such as an injection amount control unit, an engine state change detection unit, an actual injection amount estimation unit, a learning determination unit, and a correction amount calculation unit according to the present invention.

Below, the process sequence of ECU6 which performs injection quantity learning is demonstrated based on the flowchart shown in FIG.
Step 10: It is determined whether or not a learning condition for performing the injection amount learning is satisfied. Specifically, the following conditions are mentioned.
(A) The time of no injection when the command injection amount for the injector 5 is zero or less.
(B) The transmission is in a neutral state (for example, during a shift change).
(C) A predetermined rail pressure is maintained.

  In addition, when an EGR device, a diesel throttle, a variable turbo, or the like is provided, the opening degree of the EGR valve, the opening degree of the diesel throttle, the opening degree of the variable turbo, and the like can be added to the learning conditions. If this determination result is “YES”, the process proceeds to the next step 20, and if the determination result is “NO”, this process is terminated.

  In order for the transmission to be in the neutral state, for example, the shift position (shift lever operating position) is in the neutral position, or the clutch pedal is depressed, that is, the engine power with respect to the drive wheels. Is in a closed state (in this case, the shift position does not necessarily have to be in the neutral position).

Step 20: A learning injection (hereinafter referred to as a single injection) is performed (see FIG. 4A). The amount of fuel injected by this single injection corresponds to the command injection amount of pilot injection.
Step 30: A characteristic value (torque proportional amount) proportional to an engine torque (hereinafter referred to as generated torque) generated by the single injection is detected. A method for detecting this characteristic value will be described in detail later.

  Step 40: It is determined whether or not the processing until the characteristic value is detected is executed under the target condition (the learning condition shown in Step 10). This process determines whether or not the learning condition indicated in step 10 is satisfied without detecting that the injection is restored or the rail pressure is changed while the characteristic value is detected. If the determination result is “YES”, the process proceeds to the next step 50, and if the determination result is “NO”, the process proceeds to step 60.

Step 50: The characteristic value detected in step 30 is stored in the memory.
Step 60: The characteristic value detected in step 30 is discarded, and the process is terminated.
Step 70: The injection correction amount (corrected injection pulse width ΔTQ) is calculated based on the characteristic values stored in the memory. This injection correction amount is obtained from a deviation amount between the fuel amount actually injected by the single injection (actual injection amount Qreal) and the command injection amount Qtrg instructing the injector 5 to perform the single injection. The actual injection amount Qreal can be estimated from the torque generated by the engine 1.
Step 80... The command injection amount Qtrg commanded to the injector 5 is corrected according to the injection correction amount calculated in Step 70.

Next, the characteristic value detection method in step 30 will be described with reference to the flowchart shown in FIG.
Step 31: The signal of the rotational speed sensor 18 is taken in and the engine rotational speed ω is detected. In the four-cylinder engine 1 of the present embodiment, detection is performed four times (once every injection timing of each cylinder) while the crankshaft rotates twice (720 ° CA). When this detected ω is given an injection cylinder number corresponding to the injection order, the acquired data is ω1 (i), ω2 (i), ω3 (i), ω4 (i), ω1 in chronological order. (i + 1), ω2 (i + 1)... (see FIG. 4B). The reason why the crankshaft is detected during two revolutions (720 ° CA) is that the error in detecting the rotational speed of the engine 1 is minimized. That is, in the four-cycle engine 1, the rotation detection position is the same every time the crankshaft rotates twice (every 720 ° CA) (can be regarded as the same every 360 ° CA), and the combustion chamber 1a Since the compression state is the same (can be regarded as the same every 720 ° CA), the detection condition is set to 720 ° CA.

  However, the detection of the engine speed ω is performed immediately before the injection timing of the injector 5 (period a in the figure), as shown in FIG. That is, after the ignition delay period (period b in the figure) required until the fuel injected from the injector 5 ignites, the combustion period (period c in the figure) in which combustion is actually performed ends. A rotation speed detection period (period d in the figure) is set. Thereby, the fluctuation | variation of the engine speed by single injection can be detected accurately.

  Step 32... The rotational speed fluctuation amount Δω is calculated for each injection timing of each cylinder. For example, taking the third cylinder as an example, as shown in FIG. 4B, the difference Δω3 between ω3 (i) and ω3 (i + 1) is calculated. As shown in FIG. 4 (c), Δω decreases monotonously when there is no injection, but immediately after the single injection is performed, Δω rises a total of four times, one at the injection timing of each cylinder. (Incidentally, in FIG. 4, single injection is performed in the fourth cylinder). This is because an increase in the rotational speed due to single injection is included during the period in which the engine 1 rotates twice (crankshaft is 720 ° CA).

  Step 33: A rotational speed increase amount δ by single injection is calculated for each cylinder, and an average value δx is obtained. The rotational speed increase amount δ is obtained as a difference between Δω (estimated value) when single injection is not performed and Δω calculated in step 32. Note that Δω when the single injection is not performed decreases monotonously when there is no injection, and therefore can be easily estimated from Δω before the single injection or Δω before and after the rotation speed increase.

  Step 34: The product of δx calculated in step 33 and the engine speed ω0 when single injection is performed is calculated as the torque proportional amount Tp. This Tp is an amount proportional to the torque generated by the engine 1 generated by single injection. That is, since the generated torque T of the engine 1 is obtained by the following equation (1), Tp, which is the product of δx and ω0, is an amount proportional to T.

T = K ・ δx ・ ω0 (1)
K: Proportional constant In the engine 1 of this embodiment, that is, the diesel engine, as shown in FIG. 6, the generated torque and the actual injection amount Qreal are proportional to each other in the injection amount range to be learned. Tp is also proportional to the actual injection amount Qreal. Accordingly, it is possible to calculate the generated torque from Tp and estimate the actual injection amount Qreal from the generated torque.

  As described above, in the fuel injection system according to the present embodiment, the engine torque generated by the single injection can be calculated without being affected by the fluctuation of the load applied to the engine 1 (for example, an air conditioner or an alternator). That is, if the engine speed ω0 when the single injection is performed is the same as the fluctuation amount of the engine speed ω that is increased by the single injection (the rotational speed increase δ calculated in step 33), the engine It is the same regardless of the load fluctuation applied to 1. As a result, the actual injection amount Qreal is estimated from the calculated generated torque, and the difference between the actual injection amount Qreal and the command injection amount Qtrg is detected as an injection amount deviation, thereby requiring additional equipment such as a torque sensor. Therefore, the injection amount learning can be performed with high accuracy.

  Although the actual injection amount Qreal can be estimated as described above, since the injector 5 has injection variations, the actual injection amount Qreal to be actually injected is determined a plurality of times (for example, 10 times). Data is acquired (learning injection → injection amount deviation detection), and when the average value of the 10 injection amount deviations falls within a predetermined allowable range, the injection amount deviation is finally determined and predetermined allowable If it goes out of range, data acquisition is executed from the beginning.

However, in order to finally obtain the injection amount deviation (corresponding to the correction amount) by the method of determining by acquiring the data a plurality of times as described above, it is necessary to acquire several tens of times and the learning time becomes long.
Therefore, in the present embodiment, when the injection amount deviation is averaged every time data is acquired, the addition average value converges as the addition average number increases, and the change or end of the single injection is determined. The threshold value is set in correspondence with the convergence of the addition average value.

FIG. 7 shows the threshold values set in this embodiment. As shown in FIG. 7, the threshold value α is set on the positive side and the negative side, respectively. In the present embodiment, the necessary number of data acquisition (specified number) is set to 10, for example, and the threshold value α is set so that the absolute value decreases as the number of acquired data increases. This is because the multiple injection amount deviations that have been acquired normally have a normal distribution, so the average value of the injection amount deviations that are calculated each time data acquisition is performed increases as the number of data acquisitions increases. This is because becomes smaller.
The tenth threshold value α in this embodiment is an injection accuracy range (for example, 0.5 mm ³ / st) that is desired to be achieved by learning, and the addition average value of the injection amount deviation when the number of acquired data reaches 10 is This coincides with the average value of the conventional 10 injection amount deviations.

  FIG. 9 is a flowchart showing a learning operation by the ECU 6. As shown in FIG. 9, when the single injection (learning injection) is performed (T10), the ECU 6 detects the engine state change amount (T20), and estimates the actual injection amount from the past acquired data ( T30), it is determined whether the absolute value of the injection amount deviation is below the threshold (T40).

  Black circles shown in FIG. 7 indicate the addition average value of the injection amount deviation (Qtrg−Qrezl) in the order of acquisition. When the injection amount deviation of the injector is small, the addition average value of the injection amount deviation converges within a predetermined allowable range (outside the learning injection change region) as shown in FIG. The absolute value of the average value is less than the absolute value of the threshold value α.

  Returning to FIG. 9, when the number of data acquisition is less than the specified number (10 times in this embodiment) (T50: NO), the above-described operation is repeated, and when the number of data acquisition reaches the specified number (10 times) (T50: (YES) By calculating the final injection correction amount (T60), the learning is finished. That is, when the absolute value of the tenth acquired data is less than the absolute value of the threshold value α, the addition average value of the ten injection amount deviations is set as the final injection amount deviation.

  On the other hand, when the injection amount deviation of the injector is large, the addition average value of the injection amount deviation also converges outside the predetermined allowable range (within the learning injection change region), and the absolute value of the addition average value becomes the absolute value of the threshold value α. May exceed. For example, as shown in FIG. 8, when the absolute value of the addition average value of the injection amount deviation calculated from the fifth acquisition data exceeds the absolute value of the threshold value α, the single injection amount is changed so that the injection amount deviation is eliminated. In this state, data acquisition is executed from the beginning, and the injection amount deviation is finally determined on the condition that the absolute value of the addition average value of the ten injection amount deviations finally falls below the absolute value of the threshold value α. Therefore, the number of acquired data until the change of single injection or the end of learning can be suppressed.

  According to such an embodiment, an addition average value of the injection amount deviation is obtained for each data acquisition, and the addition average value and a set value α set corresponding to convergence as the addition average number increases. By comparing, a large injection amount deviation is determined with a small number of acquired data, so when the specified number of data is acquired, the injection amount deviation is averaged and compared with a threshold value, so that a small acquisition is obtained. The necessity of changing the learning injection can be appropriately determined based on the number of data, and learning can be completed early.

The present invention is not limited to the above embodiment, but can be modified or expanded as follows.
The number of comparisons between the addition average value of the injection amount deviation and the threshold value α is not limited to ten.
When the learning injection is continuously changed, it may be determined that there is an abnormality and the abnormality is notified.
The present invention may be applied not only to a diesel engine but also to an in-cylinder fuel injection type gasoline engine.

The figure which shows schematically the fuel-injection system of the diesel engine in one Example of this invention. The flowchart which shows the injection quantity learning process by ECU The flowchart which shows the calculation procedure of the torque proportional amount by ECU The figure which shows the change of each detection value by single injection Diagram showing detection points of engine speed Diagram showing the relationship between injection quantity and generated torque The figure which shows the relationship between the injection quantity shift | offset | difference and the threshold value (alpha) in case the addition average value of the injection quantity deviation converges within a predetermined allowable range (outside the learning injection change area). FIG. 7 equivalent diagram showing a case where the addition average value of the injection amount deviation does not converge within a predetermined allowable range (outside the learning injection change region). Flow chart showing the procedure for calculating the final injection correction amount

Explanation of symbols

  In the drawings, 1 is an engine (internal combustion engine, diesel engine), 5 is an injector, and 6 is an ECU (injection amount control means, engine state change detection means, actual injection amount estimation means, learning determination means, correction amount calculation means). .

Claims (4)

Injection amount control means for executing learning injection;
Engine state change detecting means for detecting an engine state change of the internal combustion engine by the learning injection;
An actual injection amount estimating means for estimating an actual injection amount from the engine state change;
Learning determination means for determining change of learning injection or end of learning from the actual injection quantity; Correction amount calculating means for calculating a correction quantity from a difference between the actual injection quantity and a command injection quantity at the time of learning injection And
The learning determining means calculates an addition average value of correction amounts up to a specified number every time the correction amount is calculated, and determines whether the learning injection has been changed or the learning has ended by comparing with the addition average value. With a threshold for
The fuel injection control device for an internal combustion engine, wherein the threshold value is set corresponding to the convergence of the addition average value as the addition average number of the correction amounts increases.   2. The fuel injection control device for an internal combustion engine according to claim 1, wherein the threshold value is set such that the absolute value decreases as the addition average number of the correction amounts increases.   3. The fuel injection control device for an internal combustion engine according to claim 2, wherein the threshold value is set to a constant value when an average addition number of the correction amounts is a predetermined number or more.   The fuel injection control device for an internal combustion engine according to any one of claims 1 to 3, wherein the internal combustion engine is a diesel engine.

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